Letters
LETTERS
HIS KIND OF BIKE
You were right when you said, “If you like the Maxim I, you’ll love the Midnight Maxim. I always thought it had too much “black” in the pictures and I disliked them until I saw one. But now I feel Yamaha has finally made my kind of bike. I can’t wait to swing my leg over, push the starter button, put it in gear and go!
Peter Wildey Middlebury, Vt.
HISTORY BUFF
I enjoyed the article in February’s Cycle World on The Last Warrior. It’s nice to see stories about classic bikes that really tell the colorful history.
I’ve been interested in Ariel Square Fours; their performance, when they were made, etc. I’ve also heard there were VEight motorcycles somewhere back and I’ve always wondered who made them and what they looked like.
Anyway, it would be great to see more historical pieces like this one. So far, all the information must rest with the old folks but I for one, would like to learn more about the old bikes. Steve Middleton Anatone, Wash.
BONNEVILLE BRAVERY
Riding the Sputhe Harley was really courageous. I have a lot of respect for
John Ulrich even though he didn’t go 200 mph. He tried it more than once and that really takes guts. I’ll bet those guys go at least 225 mph sooner or later.
Keep the stories on the privately owned bikes coming. They are great.
Maynard French FPO San Francisco
KICKSTART ONLY
Tell Art Armijo (September 1980 Letters) I’m with him . . . all . . . not just some ... of my riding friends have trouble with the electric starters. They are designed to lug you in or snap your neck off when you let out the clutch not to mention all the chains they sell.
I, for one, have a kickstart only. When this goes I’ll ride no more.
WJB
Wanaque, N.J.
TRY TO BUY IT
Although Lm a long time fan, I must voice my disagreement on the demonstration ride editorial.
As a one-time car salesman and a motorcycle parts, sales and service man for six years, I’ve found there is a vast difference in allowing a customer a demo ride in an automobile as opposed to turning a potential customer loose on a motorcycle. The risk is many times that of a car dealer as is the insurance. If he’s a regular or proven rider with a comparable machine standing outside an exception could be made . . . but what is to be determined on a new machine with a 4000 or 5000 rpm break-in limit? Not much. Not nearly as much as reading an honest, well written complete road test by your magazine and others.
I didn’t test ride my 1980 GL1100. I took your road test at its word and I haven’t been disappointed. Let’s give the dealers a break.
Arnold Freidig
Kennewick, Wash.
Your February Up Front column struck a nerve. In July, 1980 I visited about six Yamaha and Suzuki dealers in the Portland and Salem area. I finally bought an 850 Suzuki from the only dealer who would allow me to test ride it. I put ten miles on it and then signed on the dotted line.
The fact they let me ride it first had a definite influence on my decision to buy it.
Joe Everette
Seaside, Oreg.
Magazines can quote test riders all day long, but two or three miles in the saddle will sell a bike everytime. I had $4000 dollars to spend and an urge for a superbike and thanks to understanding but stubborn dealers, my money went into home improvement instead. In these times of economic decline I’m afraid to buy a cobra and then find out I bought a turkey.
I agree that dealers must take precautions but I refuse to buy before I ride.
Terry Hubner Tampa, Fla.
continued on page 14
continued from page 10
TIME FOR A CHANGE
I’ve been a loyal follower of HarleyDavidson and I really appreciate the amount of time and money they spend on developing their bikes. But I notice they mostly advertise the big V’s. For the longest time Harley has stuck with either the very light or very heavy bikes . . . and it’s time for them to build a more medium sized bike for the road.
Randall Swartyfayer California, Penn.
OUT OF HAND
The EPA is getting a little out of hand. Already we can’t change our cams, jets, carbs, pipes, gearing or even our wheel size. In a few years I’m told, we’ll have to have certification before they’ll even let us on the road. I was under the impression that the people ran the government. I’m for clean air but I don’t want to drive a two wheeled car.
Matthew Kiwala La Jolla, Calif.
MOST OF MOST
I want to express my appreciation for your praise of the MOST and MOST II that appeared in the February 1981 Cycle World Roundup column. At the same time I have to tell you that your credit to^ the MSF for designing this important test was “off-the-mark.” Certainly, the MSF did contribute in many important ways to the work of producing the test. They have also continued to provide an invaluable service in championing its use. They did not, however, design (or for that matter even sponsor the development of) MOST or MOST II.
Both tests were produced as a result of NHTSA sponsorship (If you can ding’em for buying a backwards motorcycle, give’em credit when they do good). Mr. Herbert Miller of the DOT agency provided the competent day to day guidance that had much to do with the measured« success of both tests. First, he worked with Doctors Jim McKnight and Ken McPhearson of NPSRI in Alexandria, Virginia. This group produced the original MOST. Then, in a follow-up effort, Mr. Miller worked together with Dr. Mark Kirkpatrick, Tom Loughead and Jim Bathurst (all longtime onand off-road motorcyclists) of the Essex Corporation to produce MOST II. Essex even developed the electronic timing equipment you mentioned in the article.
Others at the MSF (notably Adam> Johnson and Beth Weaver) and at the California Department of Motor Vehicles (Monty Stewart and Jack Ford) who played a role in bringing both tests to fruition are proud of what they did. If either praise or condemnation is due those responsible for MOST and MOST II it should be directed to all the organizations and individuals just cited.
James R. Bathurst MOST II Project Director Essex Corporation Alexandria, Va.
UNUSUAL PROJECT
I am currently involved in a special project that I think your readers can help me with. I am photographing helmets that have unusual decorations, designs or paint jobs as part of a free-lance project that will be incorporated into a book on unusual headgear. If any of your readers has such a helmet, or know of someone who does, I would appreciate them contacting me. Enclosing a description of the helmet and including a snapshot would be great.
Rick Testagrossa 440 Canton St. Fitchburg, Mass. 01420
DOES IT WORK?
I liked the article on Mike Spencer in the April 1981 Race Watch. Lots of times it seems like the fast guys at the local track are either the kid that gets to practice after school or all summer while Dad pays for everything, or the party-type guys who are finally winning some after graduating from school.
You appreciate Mike all the more when you yourself are working six days a week in a shop and wondering if you can get better by practicing one afternoon a week exercising when you can, laying off all the bad stuff and getting ridiculed by the people who don’t think it’s worth it all.
Does it work? Well it worked for Mike Spencer and I am inspired by him. I’m glad for him and wish him all the luck in the world.
Ted Beers Arnold, Mo.>
SOME RECOGNITION
The coverage given the sport of Observed Trials in Cycle World’s March issue is unequaled by any others. While the trials riders cannot expect the type of coverage given to motocross, road racing, etc., all we ask is for some recognition so everyone knows we are still around.
The story on World Champion Bernie Schrieber and the fine story and photos of the Bultaco TSS200 were particularly interesting.
The feet-uppers of America take our half-helmets off to you.
Matt Liberatore
Central Maryland Trials Assn
Alexandria, Va.
GOING SLOW BETTER
Three days after I took my first ride on my new XR500R, I read your test in the March issue. I, too, had starting trouble but by adhering to the ‘throttle closed’ admonition on the handlebar, I’ve had no further trouble. Your comment on steering precision was another understatement. By comparison with the ’79s the feel of the bars is featherlight and it is utter simplicity to throw the bars down deep into a corner to square it off with no concern at all.
Although the big XR may not be as fast as a big two-stroke it can go slow better. If you have to do a lot of woods riding, and climb steep hills with closely spaced trees and rocks, you need lots of torque when you’re two gears too high at sub idle en* gine speed and you hook it wide open hoping for a miracle; then you’ll know what going slow better means.
In summary, the new XR is miles ahead of the first version and not a whole lot more expensive. How does Honda do it?
Dick Brass Butte, Mont.
